Pneumatic tire

ABSTRACT

In a pneumatic tire, a belt layer includes an inner-side cross belt and outer-side cross belt having belt angles of not less than 46° and not more than 80° as absolute values with respect to a tire circumferential direction, the belt angles having mutually opposite signs, a circumferential reinforcing layer having a belt angle satisfying a range of ±5° with respect to the tire circumferential direction, and disposed between the inner-side cross belt and outer-side cross belt, and a supplemental belt having a belt angle of not less than 10° and not more than 45° as an absolute value with respect to the tire circumferential direction, and disposed on the outer side in a tire radial direction of the outer-side cross belt. Additionally, the supplemental belt and the outer-side cross belt have belt angles of mutually opposite signs.

TECHNICAL FIELD

The present technology relates to a pneumatic tire, and morespecifically, to a pneumatic tire having improved uneven wear resistanceperformance.

BACKGROUND

Low profile heavy duty tires mounted on trucks and buses and the likedemonstrate suppression of tire radial growth in the center region anddemonstrate uniformity of contact pressure distribution in the tirewidth direction due to the disposition of a circumferential reinforcinglayer in the belt layer. Conventional pneumatic tires using such aconfiguration are disclosed in Japanese Patent Nos. 4642760B, 4663638Band 4663639B, as well as Japanese Unexamined Patent ApplicationPublication Nos. 2009-1092A, 2006-111217A, and 2006-183211A.

However, there is a problem in that tire uneven wear resistanceperformance of the pneumatic tires needs to be improved.

SUMMARY

The present technology provides a pneumatic tire with improved tireuneven wear resistance performance in a configuration with acircumferential reinforcing layer.

A pneumatic tire according to the present technology includes a carcasslayer, a belt layer that is disposed on the outer side in a tire radialdirection of the carcass layer, a tread rubber that is disposed on theouter side in the tire radial direction of the belt layer, at leastthree circumferential main grooves extending in a tire circumferentialdirection, and a plurality of land portions that are defined by thecircumferential main grooves. In such a pneumatic tire, the belt layerincludes an inner-side cross belt and outer-side cross belt having beltangles of not less than 46° and not more than 80° as absolute valueswith respect to the tire circumferential direction, the belt angleshaving mutually opposite signs, a circumferential reinforcing layerhaving a belt angle satisfying a range of ±5° with respect to the tirecircumferential direction, and disposed between the inner-side crossbelt and outer-side cross belt, and a supplemental belt having a beltangle of not less than 10° and not more than 45° as an absolute valuewith respect to the tire circumferential direction, and disposed on theouter side in the tire radial direction of the outer-side cross belt;and the supplemental belt and the outer-side cross belt having beltangles of mutually opposite signs.

In the pneumatic tire of this technology, the pair of cross beltsfunction as high-angle belts to ensure stiffness in the tire widthdirection. The circumferential reinforcing layer and supplemental beltalso function as low-angle belts to ensure stiffness in the tirecircumferential direction. This has the advantage of providing anappropriate stiffness balance between the tire circumferential directionand the tire width direction to improve the uneven wear resistanceperformance of the tire.

BRIEF DESCRIPTION OF THE DRAWING(S)

FIG. 1 is a cross-sectional view in a tire meridian directionillustrating a pneumatic tire according to an embodiment of the presenttechnology.

FIG. 2 is an explanatory view illustrating a belt layer of the pneumatictire depicted in FIG. 1.

FIG. 3 is an explanatory view illustrating a belt layer of the pneumatictire depicted in FIG. 1.

FIG. 4 is an explanatory view illustrating a modified example of thepneumatic tire depicted in FIG. 1.

FIG. 5 is an explanatory view illustrating a modified example of thepneumatic tire depicted in FIG. 1.

FIG. 6 is an explanatory view illustrating a modified example of thepneumatic tire depicted in FIG. 1.

FIG. 7 is an explanatory view illustrating a modified example of thepneumatic tire depicted in FIG. 1.

FIGS. 8A-8B include a table showing results of performance testing ofpneumatic tires according to embodiments of the present technology.

FIGS. 9A-9B include a table showing results of performance testing ofpneumatic tires according to embodiments of the present technology.

FIGS. 10A-10B include a table showing results of performance testing ofpneumatic tires according to embodiments of the present technology.

DETAILED DESCRIPTION

The present technology is described below in detail with reference tothe accompanying drawings. However, the present technology is notlimited to these embodiments. Moreover, constituents which can possiblyor obviously be substituted while maintaining consistency with thepresent technology are included in constitutions of the embodiments.Furthermore, a plurality of modified examples that are described in theembodiment can be freely combined within a scope of obviousness for aperson skilled in the art.

Pneumatic Tire

FIG. 1 is a cross-sectional view in a tire meridian directionillustrating a pneumatic tire according to an embodiment of the presenttechnology. In FIG. 1, a radial tire for heavy loads that is mounted ontrucks, buses, and the like for long-distance transport is illustratedas an example of the pneumatic tire 1. Note that the symbol CL refers toa tire equatorial plane. Moreover, a tread edge P and a tire groundcontact edge T are in accord with each other in FIG. 1. Thecircumferential reinforcing layer 145 in FIG. 1 is indicated byhatching.

A pneumatic tire 1 includes a pair of bead cores 11, 11, a pair of beadfillers 12, 12, a carcass layer 13, a belt layer 14, tread rubber 15,and a pair of side wall rubbers 16, 16 (see FIG. 1).

The pair of bead cores 11, 11 have annular structures and constitutecores of left and right bead portions. The pair of bead fillers 12, 12are formed from a lower filler 121 and an upper filler 122, and aredisposed on a periphery of each of the pair of bead cores 11, 11 in thetire radial direction so as to reinforce the bead portions.

The carcass layer 13 stretches between the left and right side beadcores 11 and 11 in toroidal form, forming a framework for the tire.Additionally, both end portions of the carcass layer 13 are folded froman inner side in a tire width direction toward an outer side in the tirewidth direction and fixed so as to wrap around the bead cores 11 and thebead fillers 12. Also, the carcass layer 13 is constituted by aplurality of carcass cords formed from steel or organic fibers (e.g.nylon, polyester, rayon, or the like) covered by a coating rubber andsubjected to a rolling process, and has a carcass angle (inclinationangle of the carcass cord in a fiber direction with respect to the tirecircumferential direction), as an absolute value, of not less than 85°and not more than 95°.

The belt layer 14 is formed by laminating a plurality of belt plies 142,143, 144, and 145, and disposed to extend over the periphery of thecarcass layer 13. A detailed configuration of the belt layer 14 isdescribed below.

The tread rubber 15 is disposed on the periphery in the tire radialdirection of the carcass layer 13 and the belt layer 14, and forms atread portion of the tire. The pair of side wall rubbers 16, 16 aredisposed on the outer side in the tire width direction of the carcasslayer 13, so as to form left and right side wall portions of the tire.

In the configuration illustrated in FIG. 1, the pneumatic tire 1includes seven circumferential main grooves 2 that extend in a tirecircumferential direction, and eight land portions 3 defined by thecircumferential main grooves 2. Additionally, the land portions 3 areformed of rows of blocks that are segmented in the tire circumferentialdirection by ribs or a plurality of lug grooves that continue in thetire circumferential direction (not illustrated on the drawings).

Here, “circumferential main grooves” refers to circumferential grooveshaving a groove width of 5.0 mm or greater. The groove widths of thecircumferential main grooves are measured excluding notched portionsand/or chamfered portions formed at the groove opening portions.

Additionally, in the pneumatic tire 1, the left and right outermostcircumferential main grooves 2, 2 in the tire width direction arereferred to as outermost circumferential main grooves. Moreover, theleft and right land portions 3, 3 on the outer side in the tire widthdirection that are defined by the left and right outermostcircumferential main grooves 2, 2 are referred to as shoulder landportions.

[Belt Layer]

FIGS. 2 and 3 are explanatory views illustrating a belt layer of thepneumatic tire depicted in FIG. 1. Of these drawings, FIG. 2 illustratesan area on one side of a tread portion demarcated by the tire equatorialplane CL, and FIG. 3 illustrates a laminated structure of the belt layer14. Further, the thin lines in the belt plies 142 to 145 in FIG. 3schematically represent the respective belt cords of the belt plies 142to 145.

The belt layer 14 is formed by laminating a pair of cross belts 142,143, a supplemental belt (low-angle belt) 144, and a circumferentialreinforcing layer 145, and is disposed so as to be extended over theperiphery of the carcass layer 13 (see FIG. 2).

The pair of cross belts 142, 143 are constituted by a plurality of beltcords, the plurality of belt cords being formed from steel or organicfibers covered by a coating rubber, and subjected to a rolling process.Additionally the pair of cross belts 142, 143 preferably have beltangles of not less than 46° and not more than 80° as absolute values(the inclination angle of the fiber direction of the belt cords withrespect to the tire circumferential direction), and more preferably havebelt angles of not less than 51° and not more than 70°. Additionally,the pair of cross belts 142, 143 have belt angles that are of theopposite sign to each other, and are laminated so that the fiberdirections of the belt cords intersect each other (a cross-plystructure). In the following description, the cross belt 142 positionedon the inner side in the tire radial direction is referred to as“inner-side cross belt,” and the cross belt 143 positioned on the outerside in the tire radial direction is referred to as “outer-side crossbelt.” Three or more cross belts may be disposed so as to be laminated(not illustrated on the drawings).

Additionally, the supplemental belt 144 is constituted by a plurality ofbelt cords, the plurality of belt cords being formed from steel ororganic fibers, covered by coating rubber, and subjected to a rollingprocess. This supplemental belt 144 preferably has a belt angle of notless than 10° and not more than 45° as an absolute value, and morepreferably have a belt angle of not less than 15° and not more than 30°.Moreover, the supplemental belt 144 is disposed so as to be laminated onthe outer side in the tire radial direction of the pair of cross belts142, 143. Further, in the structure in FIG. 1, the supplemental belt 144is laminated on the outermost side in the tire radial direction; thus,the supplemental belt 144 serves as a belt cover for the outer-sidecross belt 143.

The circumferential reinforcing layer 145 is constituted by belt cords,the belt cords being formed from steel, covered by coating rubber, andwound in a spiral manner with an inclination satisfying a range of ±5°with respect to the tire circumferential direction. Specifically, thecircumferential reinforcing layer 145 is formed by winding one or aplurality of wires in a spiral manner around the periphery of theinner-side cross belt 142. Additionally, the circumferential reinforcinglayer 145 is disposed so as to be interposed between the pair of crossbelts 142, 143. Additionally, the circumferential reinforcing layer 145is disposed on the inner side in the tire width direction of the leftand right edge portions of the pair of cross belts 142, 143. Thestiffness in the tire circumferential direction is reinforced by thiscircumferential reinforcing layer 145.

Note that, in the pneumatic tire 1, the belt layer 14 may have an edgecover (not illustrated on the drawings). Generally, the edge cover isconstituted by a plurality of belt cords, the plurality of belt cordsbeing formed from steel or organic fibers, covered by coating rubber,and subjected to a rolling process. The edge cover has a belt angle, asan absolute value, of no less than 0° and no more than 5°. Additionally,the edge covers are disposed on the outer side in the tire widthdirection of the left and right edge portions of the outer-side crossbelt 143 (or the inner-side cross belt 142). As a result of thefastening effect of the edge cover, the difference in radial growth of atread center region and a shoulder region is reduced.

Additionally, the inner-side cross belt 142 is disposed adjacent to thecarcass layer 13. Therefore, the inner-side cross belt 142 constitutesthe innermost layer in the tire radial direction of the belt layer 14,and no other belt ply is disposed between the inner-side cross belt 142and the carcass layer 13.

Additionally, the inner-side cross belt 142 and the outer-side crossbelt 143 sandwich the circumferential reinforcing layer 145 so as foreach to be located adjacent to the circumferential reinforcing layer145. Therefore, no other belt ply is disposed between the inner-sidecross belt 142 and outer-side cross belt 143 and the circumferentialreinforcing layer 145.

[Specific Structure of the Supplemental Belt]

Additionally, in this pneumatic tire 1, the supplemental belt 144 andouter-side cross belt 143, which are located adjacent to each other,have belt angles of mutually opposite signs (see FIG. 3). For example,in the structure in FIG. 3, the belt cords of the supplemental belt 144are inclined to the left side toward the bottom of FIG. 3, and the beltcords of the outer-side cross belt 143 are inclined to the right sidetoward the bottom of FIG. 3. Therefore, by being inclined in oppositedirections, the belt cords of the supplemental belt 144 and the beltcords of the outer-side cross belt 143 have belt angles of oppositesigns.

The supplemental belt 144 also is disposed so as to cover the areas inwhich the outermost circumferential main grooves 2 are disposed (seeFIG. 2). Specifically, the supplemental belt 144 is disposed so as toextend across the entire width of the outermost circumferential maingrooves 2. Accordingly, the regions under the outermost circumferentialmain grooves 2 are reinforced. Further, in a case where the supplementalbelt 144 has a split structure, as described below (see FIG. 7), thedivided portions 1441, 1441 are disposed so as to cover the areas inwhich the outermost circumferential main grooves 2 are disposed.

Additionally, a width Wb4 of the supplemental belt 144 and a width Wb3of the outer-side cross belt 143 have a relationship such that0.75≦Wb4/Wb3≦0.95 (see FIG. 3). Therefore, the supplemental belt 144 isnarrower than the outer-side cross belt 143. Additionally, the Wb4/Wb3ratio preferably has a relationship such that 0.80≦Wb4/Wb3≦0.90.

Moreover, the width Wb4 of the supplemental belt 144 and a width Ws ofthe circumferential reinforcing layer 145 have a relationship such that1.02≦Wb4/Ws (see FIG. 3). Therefore, the supplemental belt 144 is widerthan the circumferential reinforcing layer 145. Additionally, thesupplemental belt 144 preferably extends outward in the tire widthdirection beyond the outermost circumferential main grooves 2 (see FIG.2). Moreover, the maximum Wb4/Ws ratio is not specifically limited, butis constrained by the relationship between the Wb4/Wb3 ratio describedabove and a Ws/Wb3 ratio described below.

The width of a belt ply is the distance in the direction of the tirerotational axis between the left and right end portions of each beltply, measured when the tire is assembled on a standard rim, inflated toa prescribed internal pressure and is in an unloaded state.

Additionally, in a case where a belt ply has a structure that is splitin two in the tire width direction (not illustrated on the drawings),the belt ply width is measured as the distance between the outer sidesin the tire width direction of the left and right divided portions.

Moreover, in a typical pneumatic tire, each belt ply has a left-rightsymmetrical structure centered on the tire equatorial plane CL, asillustrated in FIG. 1. Therefore, the distance from the tire equatorialplane CL to the outer end portion of the belt ply in the tire widthdirection is one half the width of that belt ply.

Herein, “standard rim” refers to an “applicable rim” defined by theJapan Automobile Tyre Manufacturers Association (JATMA), a “design rim”defined by the Tire and Rim Association (TRA), or a “measuring rim”defined by the European Tyre and Rim Technical Organisation (ETRTO).“Prescribed internal pressure” refers to “maximum air pressure” definedby JATMA, a maximum value in “tire load limits at various cold inflationpressures” defined by TRA, and “inflation pressures” defined by ETRTO.Note that “regular load” refers to “maximum load capacity” defined byJATMA, a maximum value in “tire load limits at various cold inflationpressures” defined by TRA, and “load capacity” defined by ETRTO.However, with JATMA, in the case of passenger car tires, the prescribedinternal pressure is an air pressure of 180 kPa, and the regular load is88% of the maximum load capacity.

Additionally, the belt cords of the supplemental belt 144 areconstituted by steel wire, and the number of ends in the supplementalbelt 144 is not less than 15 ends/50 mm and not more than 25 ends/50 mm.

[Improved Uneven Wear Resistance Performance]

Recent heavy duty tires mounted on trucks and buses and the likemaintain their tread shape due to the tires having a low aspect ratio,while also including circumferential reinforcing layer in the beltlayer. Specifically, by disposing the circumferential reinforcing layerat the tread center region, and exploiting the fastening effect thereof,radial growth of the tread is suppressed and the tread shape ismaintained.

In such a configuration, the stiffness in the tire width direction ofthe belt layer is relatively decreased because the stiffness in the tirecircumferential direction is further increased by the circumferentialreinforcing layer. Thus, there is a problem in that the stiffnessbalance between the tire circumferential direction and the tire widthdirection becomes uneven, decreasing the uneven wear resistanceperformance of the tire. Such problems become markedly pronouncedespecially under long-term service conditions at high inner pressuresand high loads.

At this point, as described above, the pair of cross belts 142, 143function as high-angle belts in the pneumatic tire 1 to ensure stiffnessin the tire width direction. Additionally, the circumferentialreinforcing layer 145 and supplemental belt 144 function as low-anglebelts to ensure stiffness in the tire circumferential direction. Thisprovides an appropriate stiffness balance between the tirecircumferential direction and tire width direction, improving the unevenwear resistance performance of the tire.

[Tread Gauge]

Moreover, the distance Gcc from the tread profile to the tire innercircumferential surface at the tire equatorial plane CL and the distanceGsh from the tread edge P to the tire inner circumferential surface havea relationship such that 0.80≦Gsh/Gcc≦1.20, and more preferably have arelationship such that 0.85≦Gsh/Gcc≦1.10.

The distance Gcc is measured as the distance from the intersection ofthe tire equatorial plane CL and the tread profile to the intersectionof the tire equatorial plane CL and the tire inner circumferentialsurface when viewed as a cross-section from the tire meridian direction.Therefore, in a configuration having a circumferential main groove 2 atthe tire equatorial plane CL such as the configuration illustrated inFIG. 1 and FIG. 2, the distance Gcc is measured omitting thecircumferential main groove 2. The distance Gsh is measured as thelength of a perpendicular line from the tread edge P to the tire innercircumferential surface when viewed as a cross-section from the tiremeridian direction.

In the configuration illustrated in FIG. 2, the pneumatic tire 1includes an inner liner 18 on the inner circumferential surface of thecarcass layer 13, and the inner liner 18 is disposed so as to extendacross the entire region of the tire inner circumferential surface. Insuch a configuration, the distance Gcc and the distance Gsh are measuredon the basis of the outer surface of the inner liner 18 (tire innercircumferential surface).

[Round Shaped Shoulder Portion]

FIG. 4 is an explanatory view of a modified example of the pneumatictire depicted in FIG. 1. FIG. 4 illustrates a configuration having ashoulder portion with a round shape.

In the configuration in FIG. 1, the shoulder portion has a square shape,in which the tire ground contact edge T and tread edge P are in accord,as illustrated in FIG. 2. Specifically, in a configuration with a squareshaped shoulder portion, the point of the edge portion with a squareshape corresponds to the tread edge P.

However, the shoulder portion is not limited as such, and may also havea round shape, as illustrated in FIG. 4. In such a case, an intersectionP′ is taken from the tread portion profile and the side wall portionprofile when viewed as a cross-section from the tire meridian direction,and the tread edge P is taken as the bottom of a perpendicular linedrawn from the intersection P′ to the shoulder portion. Therefore, thetire ground contact edge T and the tread edge P normally are in mutuallydifferent locations.

[Additional Data]

Additionally, in FIG. 1, the tread width TW and the total tire width SWhave a relationship such that 0.83≦TW/SW≦0.95. Moreover, it ispreferable that the TW/SW ratio satisfy a range of 0.85≦TW/SW≦0.93.

The total tire width SW refers to a linear distance (including allportions such as patterns and letters on the tire side surface) betweenthe side walls when the tire is assembled on the standard rim andinflated to the prescribed internal pressure and is in an unloadedstate.

The tread width TW is the distance in the direction of the tirerotational axis between the left and right tread edges P, P, measuredwhen the tire is assembled on a standard rim, inflated to a prescribedinternal pressure and is in an unloaded state.

Additionally, the tread width TW and cross-sectional width Wca of thecarcass layer 13 have a relationship such that 0.82≦TW/Wca≦0.92.

The cross-sectional width Wca of the carcass layer 13 refers to a lineardistance between the left and right maximum width positions of thecarcass layer 13 when the tire is assembled on the standard rim andinflated to the prescribed internal pressure and is in an unloadedstate.

Additionally, in FIG. 2, the outer radius Hcc of the tread profile atthe tire equatorial plane CL and the outer radius Hsh of the treadprofile at the tire ground contact edge T have a relationship such that0.010≦(Hcc−Hsh)/Hcc≦0.015 (see FIG. 2). Accordingly, a shoulder roundingamount ΔH (=Hcc−Hsh) in the shoulder region is made appropriate.

The outer radii Hcc, Hsc of the tread profile are measured as theprofile diameters centered on the tire rotational axis when the tire isassembled on the standard rim, inflated to the prescribed internalpressure and is in an unloaded state.

The “tire ground contact edge T” refers to the maximum width position ina tire axial direction of a contact surface between the tire and a flatplate in a configuration in which the tire is assembled on the regularrim, inflated to the prescribed internal pressure, placedperpendicularly to the flat plate in a static state, and loaded with aload corresponding to the regular load.

Additionally, in FIG. 1, the tire actual ground contact width Wg (notillustrated on the drawings) and total tire width SW have a relationshipsuch that 0.60≦Wg/SW≦0.80. Accordingly, the Wg/SW ratio of the tireactual ground contact width Wg and the total tire width SW is madeappropriate.

The tire actual ground contact width Wg is calculated as the differencebetween the tire overall tire ground contact width and the sum of thegroove widths of all the circumferential main grooves 2.

The ground contact width is measured as the total distance along thetread surfaces of all the land portions, when the tire is assembled onthe standard rim, and inflated to the prescribed internal pressure.

Additionally the ground contact width Wsh of the shoulder land portion 3and the tread width TW have a relationship such that 0.1≦Wsh/TW≦0.2 (seeFIG. 1 and FIG. 2). This provides an appropriate ground contact widthWsh of the shoulder land portion 3.

Additionally, the ground contact width Wcc of the land portion 3 closestto the tire equatorial plane CL and the ground contact width Wsh of theoutermost land portion 3 in the tire width direction have a relationshipsuch that 0.80≦Wsh/Wcc≦1.30 (see FIG. 2). Moreover, the Wsh/Wcc ratiopreferably satisfies a range of 0.90≦Wsh/Wcc≦1.20.

The land portion 3 closest to the tire equatorial plane CL refers, in acase where there is a land portion 3 on the tire equatorial plane CL, tothis land portion 3, and, in a case where there is a circumferentialmain groove 2 on the tire equatorial plane CL, to the land portion 3 ofthe left and right land portions 3, 3 defined by this circumferentialmain groove 2 that is on the same side as the shoulder land portion 3that is the object of comparison. For example, in a configuration havinga left-right asymmetric tread pattern (not illustrated on the drawings),in a case where there is a circumferential main groove 2 on the tireequatorial plane CL, the Wsh/Wcc ratio between the ground contact widthWcc of the land portion 3 closest to the tire equatorial plane CL andthe ground contact width Wsh of the shoulder land portion 3 is measuredin a one-sided region bounded by the tire equatorial plane CL.

Additionally, in FIG. 3, the width Wb3 of the narrower cross belt (inFIG. 1, the outer-side cross belt 143) of the inner-side cross belt 142and outer-side cross belt 143, and the width Ws of the circumferentialreinforcing layer 145 preferably have a relationship such that0.70≦Ws/Wb3≦0.90. This ensures an appropriate width Ws of thecircumferential reinforcing layer 145.

Widths Wb2, Wb3 of the cross belts 142, 143 are the distances in thetire rotational axis direction between the left and right end portionsof each cross belt 142, 143, measured when the tire is assembled on thestandard rim, inflated to the prescribed internal pressure and is in anunloaded state.

Additionally, in FIG. 1 and FIG. 3, the width Wb2 of the wider crossbelt of the inner-side cross belt 142 and outer-side cross belt 143 (inFIG. 1, the inner-side cross belt 142), and the cross-sectional widthWca of the carcass layer 13 have a relationship such that0.73≦Wb2/Wca≦0.89. Moreover, the Wb2/Wca ratio preferably satisfies arange of 0.78≦Wb2/Wca≦0.83.

Moreover, the width Ws of the circumferential reinforcing layer 145 andthe cross-sectional width Wca of the carcass layer 13 have arelationship such that 0.60≦Ws/Wca≦0.70.

Additionally in the pneumatic tire 1, in FIG. 1, the tread width TW andthe width Ws of the circumferential reinforcing layer 145 preferablyhave a relationship such that 0.70≦Ws/TW≦0.90.

Moreover, as illustrated in FIG. 3, the circumferential reinforcinglayer 145 is disposed on the inner side in the tire width direction ofthe left and right edge portions of the narrower cross belt (in FIG. 1,the outer-side cross belt 143) of the pair of cross belts (inner-sidecross belt 142 and outer-side cross belt 143). Also, preferably thewidth Wb3 of the narrower cross belt 143 and a distance S from the edgeportion of the circumferential reinforcing layer 145 to the edge portionof the narrower cross belt 143 satisfy a range of 0.03≦S/Wb3≦0.12. Thisensures an appropriate distance between the end portion of the width Wb3of the cross belt 143 and the end portion of the circumferentialreinforcing layer 145. This point is the same even if thecircumferential reinforcing layer 145 has a divided structure (notillustrated on the drawings).

The distance S of the circumferential reinforcing layer 145 is measuredas a distance in the tire width direction when the tire is assembled onthe standard rim, inflated to the prescribed internal pressure, and isin an unloaded state.

Additionally, in FIG. 2, a difference Dr (=R1−R2) between a radius R1 ofthe circumferential reinforcing layer 145 at the tire equatorial planeCL and a radius R2 at the outer end portion in the tire width directionthereof, and the width Ws of the circumferential reinforcing layer 145preferably have a relationship such that −0.010≦Dr/Ws≦0.010. When thesign of the difference Dr is positive, the radius R1 of thecircumferential reinforcing layer 145 at the tire equatorial plane CL isgreater than the radius R2 at the end portion, and in the condition inFIG. 2, the circumferential reinforcing layer 145 slopes downwardly,toward the outside. Conversely, when the sign of the difference Dr isnegative, in the condition in FIG. 2, the circumferential reinforcinglayer 145 slopes upwardly, toward the outside.

The radii R1, R2 of the circumferential reinforcing layer 145 aremeasured as a distance from the tire rotational axis to the center lineof the circumferential reinforcing layer 145 when the tire is assembledon the regular rim, inflated to the prescribed internal pressure, and isin an unloaded state, and viewed as a cross-section from the tiremeridian direction.

Further, in the configuration in FIG. 1, the circumferential reinforcinglayer 145 is constituted by a single steel wire wound in a spiralmanner, as illustrated in FIG. 3. However, the configuration is notlimited as such, and the circumferential reinforcing layer 145 may alsobe constituted by a plurality of wires wound in a spiral manner with thewires arranged side-by-side to each other (multiple wound structure). Inthis case, preferably, the number of wires is 5 or less. Additionally,the winding width per unit when five wires are wound in a multiplewinding manner is preferably no more than 12 mm. Accordingly, aplurality (no less than 2 and no more than 5) of wires can be woundproperly with an inclination satisfying a range of ±5° with respect tothe tire circumferential direction.

Moreover, the belt cords of the pair of cross belts 142, 143 areconstituted by steel wire, and the number of ends in the pair of crossbelts 142, 143 preferably is not less than 18 ends/50 mm and not morethan 28 ends/50 mm, and more preferably is not less than 20 ends/50 mmand not more than 25 ends/50 mm. Also, the belt cords of thecircumferential reinforcing layer 145 are constituted by steel wire, andthe number of ends in the circumferential reinforcing layer 145preferably is not less than 17 ends/50 mm and not more than 30 ends/50mm. This ensures appropriate strengths of the belt plies 142, 143, 145.

Moreover, moduli E2, E3 at 100% elongation of the coating rubbers of thepair of cross belts 142, 143, and the modulus Es at 100% elongation ofthe coating rubber of the circumferential reinforcing layer 145preferably have a relationship such that 0.90≦Es/E2≦1.10 and0.90≦Es/E3≦1.10. Moreover, the modulus Es at 100% elongation of thecoating rubber of the circumferential reinforcing layer 145 preferablysatisfies ranges such that 4.5 MPa≦Es≦7.5 MPa. Accordingly, the moduliof the belt plies 142, 143, 145 are made appropriate.

The modulus at 100% elongation is measured in a tensile test at ambienttemperature in conformance with JIS K6251 (using No. 3 dumbbell).

Moreover, breaking elongations λ2, λ3 of the coating rubbers of the pairof cross belts 142, 143 are both preferably equal to or greater than200%. Moreover, a breaking elongation λs of the coating rubber of thecircumferential reinforcing layer 145 is preferably equal to or greaterthan 200%. This ensures an appropriate durability of the belt plies 142,143, 145.

Breaking elongation is measured by performing a tensile test on a testspecimen having 1B shape (dumbbell shape with a thickness of 3 mm)specified in JIS K7162 using a tensile tester (INSTRON5585H manufacturedby Instron Corp.) conforming to JIS K7161 at a pulling speed of 2mm/min.

The elongation of the belt cords is preferably not less than 1.0% andnot more than 2.5% when the tensile load on the belt cords as componentsthat constitute the circumferential reinforcing layer 145 is from 100 Nto 300 N, and is preferably not less than 0.5% and not more than 2.0%when the tensile load is from 500 N to 1000 N as a tire (when removedfrom the tire). The belt cords (high elongation steel wire) have abetter elongation ratio than that of a normal steel wire when a lightload is applied; thus they can withstand loads that are applied to thecircumferential reinforcing layer 145 during the time from manufactureuntil the tire is used, so it is possible to suppress damage to thecircumferential reinforcing layer 145, which is desirable.

The elongation of the belt cord is measured in accordance with JISG3510.

Additionally, in the pneumatic tire 1, the breaking elongation of thetread rubber 15 preferably is equal to or greater than 400%, and morepreferably is equal to or greater than 450%. Accordingly, the strengthof the tread rubber 15 can be properly ensured. Further, the maximumbreaking elongation of the tread rubber 15 is not specifically limited,but is constrained by the type of rubber compound of the tread rubber15.

Additionally, in this pneumatic tire 1, the hardness of the tread rubber15 preferably is equal to or greater than 60. This ensures anappropriate strength of the tread rubber 15. Further, the maximumhardness of the tread rubber 15 is not specifically limited, but isconstrained by the type of rubber compound of the tread rubber 15.

Here, “rubber hardness” refers to JIS A hardness in accordance with JISK6263.

[Belt Edge Cushion Two-Color Structure]

FIG. 5 is an explanatory view of a modified example of the pneumatictire depicted in FIG. 1. FIG. 5 is an enlarged view of an outer endportion in the tire width direction of the belt layer 14. In FIG. 5, thecircumferential reinforcing layer 145 and the belt edge cushion 19 areindicated by hatching.

In the configuration illustrated in FIG. 1, the circumferentialreinforcing layer 145 is disposed on the inner side in the tire widthdirection of the left and right edge portions of the narrower cross belt143 of the pair of cross belts 142, 143. The belt edge cushion 19 isdisposed so as to be sandwiched between the pair of cross belts 142, 143at a position corresponding to the edge portion of the pair of crossbelts 142, 143. Specifically, the belt edge cushion 19 is disposed onthe outer side in the tire width direction of the circumferentialreinforcing layer 145 so as to be located adjacent to thecircumferential reinforcing layer 145, and extends from the outer endportion of the circumferential reinforcing layer 145 in the tire widthdirection to the outer end portions of the pair of cross belts 142, 143in the tire width direction.

In the configuration illustrated in FIG. 1, the belt edge cushion 19 hasa structure that is thicker as a whole than that of the circumferentialreinforcing layer 145 due to the thickness increasing toward the outerside in the tire width direction. The belt edge cushion 19 has a modulusE at 100% elongation that is lower than that of the coating rubbers ofthe cross belts 142, 143. Specifically, the modulus E at 100% elongationof the belt edge cushion 19 and a modulus Eco of the coating rubber havea relationship such that 0.60≦E/Eco≦0.95. Accordingly, the occurrence ofseparation of rubber materials between the pair of cross belts 142, 143and in a region on the outer side in the tire width direction of thecircumferential reinforcing layer 145 is suppressed.

Conversely, according to the configuration in FIG. 5, the belt edgecushion 19 in the configuration in FIG. 1 has a two-color structurecomposed of a stress relief rubber 191 and an end portion relief rubber192. The stress relief rubber 191 is disposed between the pair of crossbelts 142, 143 and on the outer side in the tire width direction of thecircumferential reinforcing layer 145 so as to be located adjacent tothe circumferential reinforcing layer 145. The end portion relief rubber192 is disposed between the pair of cross belts 142, 143, on the outerside in the tire width direction of the stress relief rubber 191, and ata position corresponding to the edge portions of the pair of cross belts142, 143 so as to be located adjacent to the stress relief rubber 191.Therefore, when viewed as a cross-section from the tire meridiandirection, the belt edge cushion 19 has a structure wherein the stressrelief rubber 191 and the end portion relief rubber 192 are disposedside by side in the tire width direction so as to fill a region from theouter end portion in the tire width direction of the circumferentialreinforcing layer 145 to the edge portion of the pair of cross belts142, 143.

Additionally, a modulus Ein at 100% elongation of the stress reliefrubber 191 and the modulus Es at 100% elongation of the coating rubberof the circumferential reinforcing layer 145 have a relationship suchthat Ein<Es in the configuration in FIG. 5. Specifically, the modulusEin of the stress relief rubber 191 and the modulus Es of thecircumferential reinforcing layer 145 preferably have a relationshipsuch that 0.6≦Ein/Es≦0.9.

Moreover, the modulus Ein at 100% elongation of the stress relief rubber191 and the modulus Eco at 100% elongation of the coating rubbers of thecross belts 142, 143 have a relationship of Ein<Eco in the configurationin FIG. 5. Specifically, the modulus Ein of the stress relief rubber 191and the modulus Eco of the coating rubber preferably have a relationshipsuch that 0.6≦Ein/Eco≦0.9.

Additionally a modulus Eout at 100% elongation of the end portion reliefrubber 192 and the modulus Ein at 100% elongation of the stress reliefrubber 191 preferably have a relationship such that Eout≦Ein in theconfiguration in FIG. 5. Additionally, the modulus Ein at 100%elongation of the stress relief rubber 191 preferably satisfies a rangeof 4.0 MPa≦Ein≦5.5 MPa.

In the configuration of FIG. 5, since the stress relief rubber 191 isdisposed on the outer side in the tire width direction of thecircumferential reinforcing layer 145, shearing strain of the peripheryrubber between the edge portion of the circumferential reinforcing layer145 and the cross belts 142, 143 is alleviated. Moreover, since the endportion relief rubber 192 is disposed at a position corresponding to theedge portions of the cross belts 142, 143, shearing strain of theperiphery rubbers at the edge portions of the cross belts 142, 143 isalleviated. Accordingly, separation of the periphery rubber of thecircumferential reinforcing layer 145 is suppressed.

[Chamfered Portion of Shoulder Land Portion]

FIG. 6 is an explanatory view of a modified example of the pneumatictire depicted in FIG. 1. FIG. 6 illustrates an enlarged cross-section ofthe shoulder land portion.

As illustrated in FIG. 6, the outermost land portions 3 in the tirewidth direction each preferably have a chamfered portion 31 at an edgeportion on the circumferential main groove 2 side in the pneumatic tire1. The chamfered portion 31 may be a corner chamfer or a round chamferthat is formed continuously in the tire circumferential direction alongthe circumferential main groove 2, or may be a notch that is formeddiscontinuously in the tire circumferential direction.

For example, the left and right land portions 3, 3 defined by theoutermost circumferential main grooves 2 are ribs and each have thechamfered portion 31 at the edge portion on the outermostcircumferential main groove 2 side in the configuration in FIG. 6. Thechamfered portion 31 is a corner chamfer that is formed continuously inthe tire circumferential direction.

[Split Structure of Supplemental Belt]

FIG. 7 is an explanatory view of a modified example of the pneumatictire depicted in FIG. 1. FIG. 7 illustrates the laminated structure ofthe belt layer 14.

As illustrated in FIG. 3, the supplemental belt 144 in the configurationin FIG. 1 has a unified structure that is left-right symmetricallydisposed centered around the tire equatorial plane CL, and has the leftand right end portions extending outward beyond the end portions in thetire width direction of the circumferential reinforcing layer 145.

However, the supplemental belt 144 is not limited as such, and may alsohave a split structure, as illustrated in FIG. 7.

For example, the supplemental belt 144 in the configuration in FIG. 7 isformed of a pair of divided portions 1441, 1441, which are respectivelydisposed in the tire left and right regions, centered around the tireequatorial plane CL. Additionally, the left and right divided portions1441, 1441 are disposed so as to cover the left and right end portionsof the circumferential reinforcing layer 145. Therefore, the width Wb4of the supplemental belt 144 is greater than the width Ws of thecircumferential reinforcing layer 145.

Moreover, a width (the disposal interval of the left and right dividedportions 1441, 1441) Wb4_sp of the center space in the split structureand a width Ws of the circumferential reinforcing layer 145 preferablyhave a relationship such that 0.40≦Wb4_sp/Ws≦0.80, and more preferablyhave a relationship such that 0.50≦Wb4_sp/Ws≦0.70, in the configurationdescribed above.

[Effect]

As described above, the pneumatic tire 1 includes the carcass layer 13,the belt layer 14 disposed on the outer side in the tire radialdirection of the carcass layer 13, and the tread rubber 15 disposed onthe outer side in the tire radial direction of the belt layer 14 (seeFIG. 1). The pneumatic tire 1 also includes at least threecircumferential main grooves 2 extending in the tire circumferentialdirection, and a plurality of land portions 3 that are defined by thesecircumferential main grooves 2. Additionally, the belt layer 14 includesthe inner-side cross belt 142 and the outer-side cross belt 143, havingbelt angles of not less than 46° and not more than 80° as absolutevalues with respect to the tire circumferential direction, the beltangles having mutually opposite signs; the circumferential reinforcinglayer 145 having a belt angle that satisfies a range of ±5° with respectto the tire circumferential direction, and disposed between theinner-side cross belt 142 and outer-side cross belt 143; and thesupplemental belt 144 having a belt angle of not less than 10° and notmore than 45° as an absolute value with respect to the tirecircumferential direction, and disposed on the outer side in the tireradial direction of the outer-side cross belt 143 (see FIG. 2 and FIG.3). Moreover, the supplemental belt 144 and the outer-side cross belt143 have belt angles of mutually opposite signs (see FIG. 3).

In this configuration, the pair of cross belts 142, 143 functions as ahigh-angle belt to ensure stiffness in the tire width direction.Additionally, the circumferential reinforcing layer 145 and supplementalbelt 144 function as low-angle belts to ensure stiffness in the tirecircumferential direction. This has the advantage of providing anappropriate stiffness balance in the tire circumferential direction andtire width direction to improve the uneven wear resistance performanceof the tire.

In particular, since the pair of cross belts 142, 143 functions as ahigh-angle belt in the configuration described above, other high-anglebelts (for example, a belt ply having a belt angle of not less than 45°and not more than 70° as an absolute value, and disposed between acarcass layer and an inner-side cross belt) can be omitted. This has theadvantage of making the tire more lightweight.

Additionally, the pair of cross belts 142, 143, with belt angles highlyinclined in the tire width direction, and the circumferentialreinforcing layer 145 and supplemental belt 144, with belt angles highlyinclined in the tire circumferential direction, are laminatedalternating in the tire radial direction in the configuration describedabove. Thus, the stiffness distribution in the tire radial direction inthese belt plies 142, 143, 144, 145 is made more uniform than aconfiguration in which a circumferential reinforcing layer is disposedon the inner side or outer side in the tire radial direction of the pairof cross belts (not illustrated on the drawings). This has the advantageof improving the belt durability of the tire.

Moreover, in the configuration described above, since the supplementalbelt 144 is disposed on the outer side in the tire radial direction ofthe pair of cross belts 142, 143, the cross belts 142, 143, having highbelt angles, are disposed farther from the neutral axis ofout-of-plane-bending (farther inside in the tire radial direction) ofthe tire when in contact with the ground than a configuration in which asupplemental belt is disposed on the inner side in the tire radialdirection of the pair of cross belts (not illustrated on the drawings).This has the advantage of being able to effectively reinforce stiffnessin the tire width direction.

Additionally, since the mutually adjacent supplemental belt 144 andouter-side cross belt 143 have belt angles of opposite signs, thefastening effect from the supplemental belt 144 and outer-side crossbelt 143 is greater than a configuration in which a supplemental beltand outer-side cross belt have belt angles of the same sign (notillustrated on the drawings). This suppresses radial growth of the tirein the region in which the supplemental belt 144 is disposed, making theground contact pressure more uniform between the center region andshoulder region of the tread. This has the advantage of improving theuneven wear resistance performance (especially the shoulder wearresistance performance) of the tire.

Additionally, in the pneumatic tire 1, the inner-side cross belt 142 isdisposed adjacent to the carcass layer 13 (see FIG. 2 and FIG. 3). Sucha configuration has the advantage of being able to make the tire morelightweight since one belt ply can be eliminated, while maintaining thesame functionality, compared with a configuration having a high-anglebelt (not less than 45° and not more than 70° as an absolute value)between an inner-side cross belt and a carcass layer.

Moreover, in the pneumatic tire 1, the width Wb4 of the supplementalbelt 144 and the width Ws of the circumferential reinforcing layer 145have a relationship such that 1.02≦Wb4/Ws (see FIG. 3). Since the widthWb4 of the supplemental belt 144 is wider than the width Ws of thecircumferential reinforcing layer 145 in this configuration, thesupplemental belt 144 suppresses radial growth of the tire in theoutside of the ground contact region of the circumferential reinforcinglayer 145. This has the advantage of effectively making the groundcontact pressure uniform between the center region and shoulder regionof the tread.

Additionally, the width Wb4 of the supplemental belt 144 and the widthWb3 of the outer-side cross belt 143 in this pneumatic tire 1 have arelationship such that 0.75≦Wb4/Wb3≦0.95 (see FIG. 3). This has theadvantage of providing a suitable Wb4/Wb3 ratio to provide anappropriate stiffness balance in the tire circumferential direction andthe tire width direction. Specifically, the stiffness reinforcing effectof the supplemental belt 144 in the tire circumferential direction isensured by the relationship satisfying 0.75≦Wb4/Wb3, while therelationship satisfying Wb4/Wb3≦0.95 prevents the stiffness in the tirecircumferential direction from being too great.

Additionally, the belt cords of the supplemental belt 144 in thepneumatic tire 1 are constituted by steel wire, and the number of endsin the supplemental belt 144 is not less than 15 ends/50 mm and not morethan 25 ends/50 mm. This has the advantage of ensuring an appropriatestiffness of the supplemental belt 144 in the tire circumferentialdirection.

Moreover, in the pneumatic tire 1, the difference Dr=R1−R2 between theradius R1 of the circumferential reinforcing layer 145 at the tireequatorial plane CL and the radius R2 at the outer end portion in thetire width direction thereof, and the width Ws of the circumferentialreinforcing layer 145 preferably have a relationship such that−0.010≦Dr/Ws≦0.010 (see FIG. 2). This has the advantage of flatlydisposing the circumferential reinforcing layer 145 to decrease theamount of deformation of the circumferential reinforcing layer 145 whenthe tire is in contact with the ground.

Moreover, in the pneumatic tire 1, the outer radius Hcc of the treadprofile at the tire equatorial plane CL and the outer diameter Hsh ofthe tread profile at the tire ground contact edge T have a relationshipsuch that 0.010≦(Hcc−Hsh)/Hcc≦0.015 (see FIG. 2). This has the advantageof providing an appropriate shoulder rounding amount ΔH (=Hcc−Hsh) inthe shoulder region. Specifically, the relationship satisfying0.010≦(Hcc−Hsh)/Hcc makes the ground contact pressure distributionuniform due to that an increase in the ground contact length in theshoulder region is suppressed. Additionally, the relationship satisfying(Hcc−Hsh)/Hcc≦0.015 makes the ground contact pressure distributionuniform due to that the shoulder rounding amount ΔH in the shoulderregion is decreased.

In the pneumatic tire 1, the distance Gcc from the tread profile to thetire inner circumferential surface along the tire equatorial plane CL,and the distance Gsh from the tread edge P to the tire innercircumferential surface have a relationship such that Gsh/Gcc≦1.20 (seeFIG. 2). This makes the ground contact pressure in the tread regionuniform in the tire width direction when the tire is in contact with theground.

Additionally, in the pneumatic tire 1, the ground contact width Wcc ofthe land portion 3 closest to the tire equatorial plane CL and theground contact width Wsh of the outermost land portion 3 in the tirewidth direction have a relationship such that 0.80≦Wsh/Wcc≦1.30 (seeFIG. 2). This has the advantage of providing an appropriate Wsh/Wccratio. Specifically, the relationship satisfying 0.80≦Wsh/Wcc ensures anappropriate ground contact pressure in the shoulder land portion 3 toprovide an appropriate ground contact pressure distribution in the tirewidth direction. Meanwhile, even if the relationship satisfies1.30<Wsh/Wcc, the effect of increase in the ground contact pressure inthe shoulder land portion 3 due to that the ground contact width Wsh isincreased is small.

Moreover, in the pneumatic tire 1, the outermost land portions 3 in thetire width direction have chamfered portions 31 at edge portions on thecircumferential main groove 2 sides (see FIG. 6). This has the advantageof decreasing ground contact pressure in the edge portions on thecircumferential main grooves 2 sides of the shoulder land portions 3 toimprove the uneven wear resistance performance of the tire.

Additionally, the hardness of the tread rubber 15 in the pneumatic tire1 is not less than 60. This has the advantage of ensuring the stiffnessof the tread portion to improve the uneven wear resistance performanceof the tire.

Additionally, in the pneumatic tire 1, the supplemental belt 144 has asplit construction (see FIG. 7). This has the advantage of being able toeffectively adjust a difference in radial growth in the center regionand shoulder region of the tread to make the radial growth uniform.

Moreover, in the pneumatic tire 1, the supplemental belt 144 is disposedso as to cover the region in which the outermost circumferential maingrooves 2 are disposed (see FIG. 2). This has the advantage ofreinforcing the regions under the outermost circumferential main grooves2 to suppress the occurrence of groove cracks.

Additionally, in the pneumatic tire 1, the tread width TW and thecross-sectional width Wca of the carcass layer 13 have a relationshipsuch that 0.82≦TW/Wca≦0.92 (see FIG. 1). In such a configuration, radialgrowth in the center region is suppressed due to the belt layer 14having the circumferential reinforcing layer 145. Furthermore, adifference in radial growth in the center region and shoulder region isreduced and the ground contact pressure distribution in the tire widthdirection is made uniform due to the TW/Wca ratio satisfying the aboverange. This has the advantage of making the ground contact pressure ofthe tire uniform. Specifically, the air volume inside the tire isensured and deformation is suppressed due to the relationship satisfying0.82≦TW/Wca. Moreover, the relationship satisfying TW/Wca≦0.92 has theadvantage of suppressing rising of the shoulder portion to make theground contact pressure distribution uniform.

Also, in the pneumatic tire 1, the belt cords that constitute thecircumferential reinforcing layer 145 is constituted by steel wire, andthe circumferential reinforcing layer 145 has not less than 17 ends/50mm and not more than 30 ends/50 mm. This has the advantage of ensuringan appropriate effect of suppressing radial growth in the center regiondue to the circumferential reinforcing layer 145.

In the pneumatic tire 1, the elongation of the belt cords is preferablynot less than 1.0% and not more than 2.5% when the tensile load on thebelt cords as components that constitute the circumferential reinforcinglayer 145 is from 100 N to 300 N. This has the advantage of ensuring anappropriate effect of suppressing radial growth in the center region ofthe tread due to the circumferential reinforcing layer 145.

In the pneumatic tire 1, the elongation of the belt cords is not lessthan 0.5% and not more than 2.0% when the tensile load on the belt cordsas components that constitute the circumferential reinforcing layer 145is from 500 N to 1000 N. This has the advantage of properly ensuring theeffect of suppressing radial growth in the center region due to thecircumferential reinforcing layer 145.

Additionally, in the pneumatic tire 1, the circumferential reinforcinglayer 145 is disposed on the inner side in the tire width direction ofthe left and right edge portions of the narrower cross belt (in FIG. 1,the outer-side cross belt 143) of the pair of cross belts (inner-sidecross belt 142 and outer-side cross belt 143) (see FIG. 3). Thepneumatic tire 1 includes the stress relief rubber 191 disposed betweenthe pair of cross belts 142, 143 and on the outer side in the tire widthdirection of the circumferential reinforcing layer 145 so as to belocated adjacent to the circumferential reinforcing layer 145, and theend portion relief rubber 192 disposed between the pair of cross belts142, 143, on the outer side in the tire width direction of the stressrelief rubber 191, and at a position corresponding to the edge portionsof the pair of cross belts 142, 143 so as to be located adjacent to thestress relief rubber 191 (see FIG. 5).

In such a configuration, there is an advantage that fatigue rupture ofthe periphery rubber at the edge portion of the circumferentialreinforcing layer 145 is suppressed due to the circumferentialreinforcing layer 145 being disposed on the inner side in the tire widthdirection of the left and right edge portions of the narrower cross belt143 of the pair of cross belts 142, 143. Since the stress relief rubber191 is disposed on the outer side in the tire width direction of thecircumferential reinforcing layer 145, shearing strain of the peripheryrubber between the edge portion of the circumferential reinforcing layer145 and the cross belts 142, 143 is alleviated. Moreover, since the endportion relief rubber 192 is disposed at a position corresponding to theedge portions of the cross belts 142, 143, shearing strain of theperiphery rubbers at the edge portions of the cross belts 142, 143 isalleviated. Accordingly, there is an advantage that separation of theperiphery rubber of the circumferential reinforcing layer 145 issuppressed.

Additionally, in the pneumatic tire 1, the modulus Ein at 100%elongation of the stress relief rubber 191 and the modulus Eco at 100%elongation of the coating rubber of the pair of cross belts (inner-sidecross belt 142 and outer-side cross belt 143) have a relationship suchthat Ein<Eco (see FIG. 5). This has the advantage of providing anappropriate modulus Ein of the stress relief rubber 191 to alleviate theshearing strain of the periphery rubber between the edge portion of thecircumferential reinforcing layer 145 and the cross belts 142, 143.

Additionally, in the pneumatic tire 1, the modulus Ein at 100%elongation of the stress relief rubber 191 and the modulus Eco at 100%elongation of the coating rubber of the pair of cross belts 142, 143(inner-side cross belt 142 and outer-side cross belt 143) have arelationship such that 0.60≦Ein/Eco≦0.90 (see FIG. 5). This has theadvantage of providing an appropriate modulus Ein of the stress reliefrubber 191 to alleviate the shearing strain of the periphery rubberbetween the edge portion of the circumferential reinforcing layer 145and the cross belts 142, 143.

Additionally, in the pneumatic tire 1, the modulus Ein at 100%elongation of the stress relief rubber 191 satisfies 4.0 MPa≦Ein≦5.5 MPa(see FIG. 5). This has the advantage of providing an appropriate modulusEin of the stress relief rubber 191 to alleviate the shearing strain ofthe periphery rubber between the edge portion of the circumferentialreinforcing layer 145 and the cross belts 142, 143.

Moreover, in the pneumatic tire 1, the circumferential reinforcing layer145 is disposed on the inner side in the tire width direction of theleft and right edge portions of the narrower cross belt (in FIG. 1, theouter-side cross belt 143) of the pair of cross belts (inner-side crossbelt 142 and outer-side cross belt 143) (see FIG. 1). Additionally, thewidth Wb3 of the narrower cross belt 143 and the distance S from theedge portion of the circumferential reinforcing layer 145 to the edgeportion of the narrower cross belt 143 satisfy the range of0.03≦S/Wb3≦0.12 (see FIG. 3). This has the advantage of providing anappropriate positional relationship S/Wb3 between the edge portions ofthe cross belts 142, 143 and the edge portions of the circumferentialreinforcing layer 145. Specifically, the relationship satisfying0.03≦S/Wb3 ensures an appropriate distance between the end portions ofthe circumferential reinforcing layer 145 and the end portions of thecross belt 143 to suppress the separation of the periphery rubbers atthe end portions of these belt plies 145, 143. Additionally, therelationship satisfying S/Wb3≦0.12 ensures the width Ws of thecircumferential reinforcing layer 145 relative to the width Wb3 of thecross belt 143 to ensure an appropriate fastening effect from thecircumferential reinforcing layer 145.

[Target of Application]

The pneumatic tire 1 is preferably applied to a heavy duty tire with anaspect ratio of not less than 40% and not more than 75% when assembledon the regular rim, inflated to the prescribed internal pressure, andloaded with the regular load. A heavy duty tire has a higher load underuse than a passenger car tire. Thus, a difference in radius occurseasily between the region where the circumferential reinforcing layer isdisposed and the region on the outer side in the tire width direction ofthe circumferential reinforcing layer. Moreover, a ground contact shapehaving an hourglass shape occurs easily in the tire having theabove-mentioned low aspect ratio. Therefore, making such heavy dutytires the object of applications allows for pronounced demonstration ofthe effects of the circumferential reinforcing layer 145.

Working Examples

FIGS. 8A to 10B are tables showing results of performance testing ofpneumatic tires according to embodiments of the present technology.

In the performance testing, a plurality of mutually differing pneumatictires were evaluated for uneven wear resistance performance. In theevaluation, test tires having a size of 315/60R22.5 were assembled onrims having a size of 22.5″×9.00″ and inflated to 900 kPa air pressure.

Test tires were mounted on the front axle of a 4×2 tractor trailer whichis a test vehicle, and driven for 100,000 km on normal paved roads witha 34.81 kN load applied on the test tires. The difference between theamount of wear at the outer edge portions in the tire width direction ofthe shoulder land portion and the amount of wear at the edge portions onthe outermost circumferential main groove sides was then measured as theamount of shoulder rounding wear. Evaluations were performed by indexingthe measurement results with the conventional example set as thestandard score (100). In these evaluations, higher scores werepreferable. Specifically, an evaluation of 105 or greater (+5 points ormore over the standard value of 100) indicates sufficient superiorityover the conventional example, and an evaluation of 110 or greaterindicates dramatic superiority over the conventional example.

The test tires of Working Example 1 had the configuration illustrated inFIGS. 1 to 3. Additionally, principal dimensions were set at TW=275 mm,Gcc=32.8 mm, and Wca=320 mm. The test tires in Working Examples 2 to 32were modified examples of the test tire in Working Example 1.

The test tire of the conventional example does not include thecircumferential reinforcing layer 145 in the configuration in FIG. 1 toFIG. 3. Additionally, a high-angle belt with a 60° belt angle isincluded between the inner-side cross belt 142 and the carcass layer 13.Therefore, the belt layer 14 has a structure in which four belt pliesare laminated. Moreover, the pair of cross belts 142, 143 have beltangles (not less than 45°) closer to the tire circumferential direction.

As shown in the test results, it can be seen that the uneven wearresistance performance of the tire is improved in the test tires ofWorking Examples 1 to 32.

What is claimed is:
 1. A pneumatic tire having a carcass layer, a beltlayer disposed on an outer side in a tire radial direction of thecarcass layer, a tread rubber disposed on an outer side in the tireradial direction of the belt layer, at least three circumferential maingrooves extending in a tire circumferential direction, and a pluralityof land portions defined by the circumferential main grooves, whereinthe belt layer includes: an inner-side cross belt and outer-side crossbelt having belt angles of not less than 46° and not more than 80° asabsolute values with respect to the tire circumferential direction, thebelt angles having mutually opposite signs; a circumferentialreinforcing layer having a belt angle satisfying a range of ±5° withrespect to the tire circumferential direction and disposed between theinner-side cross belt and outer-side cross belt; and a supplemental belthaving a belt angle of not less than 10° and not more than 45° as anabsolute value with respect to the tire circumferential direction anddisposed on an outer side in the tire radial direction of the outer-sidecross belt, the supplemental belt and the outer-side cross belt havingbelt angles of mutually opposite signs; wherein a difference Dr=R1−R2between a radius R1 of the circumferential reinforcing layer at a tireequatorial plane and a radius R2 at an outer end portion in a tire widthdirection of the circumferential reinforcing layer, and the width Ws ofthe circumferential reinforcing layer have a relationship such that−0.010≦Dr/Ws≦0.010.
 2. The pneumatic tire according to claim 1, whereinthe inner-side cross belt is disposed so as to be located adjacent tothe carcass layer.
 3. The pneumatic tire according to claim 1, wherein awidth Wb4 of the supplemental belt and a width Ws of the circumferentialreinforcing layer have a relationship such that 1.02≦Wb4/Ws.
 4. Thepneumatic tire according to claim 1, wherein the width Wb4 of thesupplemental belt and the width Wb3 of the outer-side cross belt have arelationship such that 0.75≦Wb4/Wb3≦0.95.
 5. The pneumatic tireaccording to claim 1, wherein the supplemental belt has a belt cordconstituted by steel wire, and has not less than 15 ends/50 mm and notmore than 25 ends/50 mm.
 6. The pneumatic tire according to claim 1,wherein an outer radius Hcc of a tread profile at the tire equatorialplane CL and an outer radius Hsh of a tread profile at a tire groundcontact edge have a relationship such that 0.010≦(Hcc−Hsh)/Hcc≦0.015. 7.The pneumatic tire according to claim 1, wherein a distance Gcc from thetread profile to a tire inner circumferential surface at the tireequatorial plane CL and a distance Gsh from a tread edge to the tireinner circumferential surface have a relationship such thatGsh/Gcc≦1.20.
 8. The pneumatic tire according to claim 1, wherein aground contact width Wcc of a land portion closest to the tireequatorial plane CL and a ground contact width Wsh of an outermost landportion in the tire width direction have a relationship such that0.80≦Wsh/Wcc≦1.30.
 9. The pneumatic tire according to claim 1, whereinthe outermost land portion in the tire width direction has a chamferedportion at an edge portion on the circumferential main groove side. 10.The pneumatic tire according to claim 1, wherein a hardness of the treadrubber is not less than
 60. 11. The pneumatic tire according to claim 1,wherein the supplemental belt has a split structure.
 12. The pneumatictire according to claim 1, wherein the supplemental belt is disposed soas to cover regions where outermost circumferential main grooves aredisposed.
 13. The pneumatic tire according to claim 1, wherein a treadwidth TW and a cross-sectional width Wca of the carcass layer have arelationship such that 0.82≦TW/Wca≦0.92.